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1 Heinemann
(Surnames) Heinemann /ˈhaɪnəmən/ -
2 William Heinemann
[,wɪljəm'haɪnəmən]"Уи́льям Ха́йнеманн" (лондонское издательство; выпускает литературу широкого профиля)English-Russian Great Britain dictionary (Великобритания. Лингвострановедческий словарь) > William Heinemann
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3 Ford, Henry
[br]b. 30 July 1863 Dearborn, Michigan, USAd. 7 April 1947 Dearborn, Michigan, USA[br]American pioneer motor-car maker and developer of mass-production methods.[br]He was the son of an Irish immigrant farmer, William Ford, and the oldest son to survive of Mary Litogot; his mother died in 1876 with the birth of her sixth child. He went to the village school, and at the age of 16 he was apprenticed to Flower brothers' machine shop and then at the Drydock \& Engineering Works in Detroit. In 1882 he left to return to the family farm and spent some time working with a 1 1/2 hp steam engine doing odd jobs for the farming community at $3 per day. He was then employed as a demonstrator for Westinghouse steam engines. He met Clara Jane Bryant at New Year 1885 and they were married on 11 April 1888. Their only child, Edsel Bryant Ford, was born on 6 November 1893.At that time Henry worked on steam engine repairs for the Edison Illuminating Company, where he became Chief Engineer. He became one of a group working to develop a "horseless carriage" in 1896 and in June completed his first vehicle, a "quadri cycle" with a two-cylinder engine. It was built in a brick shed, which had to be partially demolished to get the carriage out.Ford became involved in motor racing, at which he was more successful than he was in starting a car-manufacturing company. Several early ventures failed, until the Ford Motor Company of 1903. By October 1908 they had started with production of the Model T. The first, of which over 15 million were built up to the end of its production in May 1927, came out with bought-out steel stampings and a planetary gearbox, and had a one-piece four-cylinder block with a bolt-on head. This was one of the most successful models built by Ford or any other motor manufacturer in the life of the motor car.Interchangeability of components was an important element in Ford's philosophy. Ford was a pioneer in the use of vanadium steel for engine components. He adopted the principles of Frederick Taylor, the pioneer of time-and-motion study, and installed the world's first moving assembly line for the production of magnetos, started in 1913. He installed blast furnaces at the factory to make his own steel, and he also promoted research and the cultivation of the soya bean, from which a plastic was derived.In October 1913 he introduced the "Five Dollar Day", almost doubling the normal rate of pay. This was a profit-sharing scheme for his employees and contained an element of a reward for good behaviour. About this time he initiated work on an agricultural tractor, the "Fordson" made by a separate company, the directors of which were Henry and his son Edsel.In 1915 he chartered the Oscar II, a "peace ship", and with fifty-five delegates sailed for Europe a week before Christmas, docking at Oslo. Their objective was to appeal to all European Heads of State to stop the war. He had hoped to persuade manufacturers to replace armaments with tractors in their production programmes. In the event, Ford took to his bed in the hotel with a chill, stayed there for five days and then sailed for New York and home. He did, however, continue to finance the peace activists who remained in Europe. Back in America, he stood for election to the US Senate but was defeated. He was probably the father of John Dahlinger, illegitimate son of Evangeline Dahlinger, a stenographer employed by the firm and on whom he lavished gifts of cars, clothes and properties. He became the owner of a weekly newspaper, the Dearborn Independent, which became the medium for the expression of many of his more unorthodox ideas. He was involved in a lawsuit with the Chicago Tribune in 1919, during which he was cross-examined on his knowledge of American history: he is reputed to have said "History is bunk". What he actually said was, "History is bunk as it is taught in schools", a very different comment. The lawyers who thus made a fool of him would have been surprised if they could have foreseen the force and energy that their actions were to release. For years Ford employed a team of specialists to scour America and Europe for furniture, artefacts and relics of all kinds, illustrating various aspects of history. Starting with the Wayside Inn from South Sudbury, Massachusetts, buildings were bought, dismantled and moved, to be reconstructed in Greenfield Village, near Dearborn. The courthouse where Abraham Lincoln had practised law and the Ohio bicycle shop where the Wright brothers built their first primitive aeroplane were added to the farmhouse where the proprietor, Henry Ford, had been born. Replicas were made of Independence Hall, Congress Hall and the old City Hall in Philadelphia, and even a reconstruction of Edison's Menlo Park laboratory was installed. The Henry Ford museum was officially opened on 21 October 1929, on the fiftieth anniversary of Edison's invention of the incandescent bulb, but it continued to be a primary preoccupation of the great American car maker until his death.Henry Ford was also responsible for a number of aeronautical developments at the Ford Airport at Dearborn. He introduced the first use of radio to guide a commercial aircraft, the first regular airmail service in the United States. He also manufactured the country's first all-metal multi-engined plane, the Ford Tri-Motor.Edsel became President of the Ford Motor Company on his father's resignation from that position on 30 December 1918. Following the end of production in May 1927 of the Model T, the replacement Model A was not in production for another six months. During this period Henry Ford, though officially retired from the presidency of the company, repeatedly interfered and countermanded the orders of his son, ostensibly the man in charge. Edsel, who died of stomach cancer at his home at Grosse Point, Detroit, on 26 May 1943, was the father of Henry Ford II. Henry Ford died at his home, "Fair Lane", four years after his son's death.[br]Bibliography1922, with S.Crowther, My Life and Work, London: Heinemann.Further ReadingR.Lacey, 1986, Ford, the Men and the Machine, London: Heinemann. W.C.Richards, 1948, The Last Billionaire, Henry Ford, New York: Charles Scribner.IMcN -
4 casebearer, birch
1. LAT Coleophora fuscidenella Zeller2. RUS моль f чехликовая берёзовая [коричневая]3. ENG birch casebearer, raven-feather case4. DEU Erlenknospenmotte f5. FRA —1. LAT Coleophora salmani Heinemann2. RUS чехлоноска f берёзовая3. ENG birch casebearer4. DEU —5. FRA porte-case m du bouleauDICTIONARY OF ANIMAL NAMES IN FIVE LANGUAGES > casebearer, birch
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5 roller, larch shoot leaf
1. LAT Spilonota lariciana Heinemann2. RUS вертунья f лиственничная3. ENG larch shoot leaf roller4. DEU Lärchennadelwickler m5. FRA —DICTIONARY OF ANIMAL NAMES IN FIVE LANGUAGES > roller, larch shoot leaf
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6 Bury, Edward
[br]b. 22 October 1794 Salford, Lancashire, Englandd. 25 November 1858 Scarborough, Yorkshire, England[br]English steam locomotive designer and builder.[br]Bury was the earliest engineer to build locomotives distinctively different from those developed by Robert Stephenson yet successful in mainline passenger service. A Liverpool sawmill owner, he set up as a locomotive manufacturer while the Liverpool \& Manchester Railway was under construction and, after experiments, completed the four-wheeled locomotive Liverpool in 1831. It included features that were to be typical of his designs: a firebox in the form of a vertical cylinder with a dome-shaped top and the front flattened to receive the tubes, and inside frames built up from wrought-iron bars. In 1838 Bury was appointed to supply and maintain the locomotives for the London \& Birmingham Railway (L \& BR), then under construction by Robert Stephenson, on the grounds that the latter should not also provide its locomotives. For several years the L \& BR used Bury locomotives exclusively, and they were also used on several other early main lines. Following export to the USA, their bar frames became an enduring feature of locomotive design in that country. Bury claimed, with justification, that his locomotives were economical in maintenance and fuel: the shape of the firebox promoted rapid circulation of water. His locomotives were well built, but some of their features precluded enlargement of the design to produce more powerful locomotives and within a few years they were outclassed.[br]Principal Honours and DistinctionsFRS 1844.Bibliography1840, "On the locomotive engines of the London and Birmingham Railway", Transactions of the Institution of Civil Engineers 3 (4) (provides details of his locomotives and the thinking behind them).Further ReadingC.F.Dendy Marshall, 1953, A History of'Railway Locomotives Down to the End of the Year 1831, London: The Locomotive Publishing Co. (describes Bury's early work).P.J.G.Ransom, 1990, The Victorian Railway and How It Evolved, London: Heinemann, pp. 167–8 and 174–6.PJGR -
7 Carnot, Nicolas Léonard Sadi
SUBJECT AREA: Steam and internal combustion engines[br]b. 1 June 1796 Paris, Franced. 24 August 1831 Paris, France[br]French laid the foundations for modern thermodynamics through his book Réflexions sur la puissance motrice du feu when he stated that the efficiency of an engine depended on the working substance and the temperature drop between the incoming and outgoing steam.[br]Sadi was the eldest son of Lazare Carnot, who was prominent as one of Napoleon's military and civil advisers. Sadi was born in the Palais du Petit Luxembourg and grew up during the Napoleonic wars. He was tutored by his father until in 1812, at the minimum age of 16, he entered the Ecole Polytechnique to study stress analysis, mechanics, descriptive geometry and chemistry. He organized the students to fight against the allies at Vincennes in 1814. He left the Polytechnique that October and went to the Ecole du Génie at Metz as a student second lieutenant. While there, he wrote several scientific papers, but on the Restoration in 1815 he was regarded with suspicion because of the support his father had given Napoleon. In 1816, on completion of his studies, Sadi became a second lieutenant in the Metz engineering regiment and spent his time in garrison duty, drawing up plans of fortifications. He seized the chance to escape from this dull routine in 1819 through an appointment to the army general staff corps in Paris, where he took leave of absence on half pay and began further courses of study at the Sorbonne, Collège de France, Ecole des Mines and the Conservatoire des Arts et Métiers. He was inter-ested in industrial development, political economy, tax reform and the fine arts.It was not until 1821 that he began to concentrate on the steam-engine, and he soon proposed his early form of the Carnot cycle. He sought to find a general solution to cover all types of steam-engine, and reduced their operation to three basic stages: an isothermal expansion as the steam entered the cylinder; an adiabatic expansion; and an isothermal compression in the condenser. In 1824 he published his Réflexions sur la puissance motrice du feu, which was well received at the time but quickly forgotten. In it he accepted the caloric theory of heat but pointed out the impossibility of perpetual motion. His main contribution to a correct understanding of a heat engine, however, lay in his suggestion that power can be produced only where there exists a temperature difference due "not to an actual consumption of caloric but to its transportation from a warm body to a cold body". He used the analogy of a water-wheel with the water falling around its circumference. He proposed the true Carnot cycle with the addition of a final adiabatic compression in which motive power was con sumed to heat the gas to its original incoming temperature and so closed the cycle. He realized the importance of beginning with the temperature of the fire and not the steam in the boiler. These ideas were not taken up in the study of thermodynartiics until after Sadi's death when B.P.E.Clapeyron discovered his book in 1834.In 1824 Sadi was recalled to military service as a staff captain, but he resigned in 1828 to devote his time to physics and economics. He continued his work on steam-engines and began to develop a kinetic theory of heat. In 1831 he was investigating the physical properties of gases and vapours, especially the relationship between temperature and pressure. In June 1832 he contracted scarlet fever, which was followed by "brain fever". He made a partial recovery, but that August he fell victim to a cholera epidemic to which he quickly succumbed.[br]Bibliography1824, Réflexions sur la puissance motrice du feu; pub. 1960, trans. R.H.Thurston, New York: Dover Publications; pub. 1978, trans. Robert Fox, Paris (full biographical accounts are provided in the introductions of the translated editions).Further ReadingDictionary of Scientific Biography, 1971, Vol. III, New York: C.Scribner's Sons. T.I.Williams (ed.), 1969, A Biographical Dictionary of Scientists, London: A. \& C.Black.Chambers Concise Dictionary of Scientists, 1989, Cambridge.D.S.L.Cardwell, 1971, from Watt to Clausius. The Rise of Thermodynamics in the Early Industrial Age, London: Heinemann (discusses Carnot's theories of heat).RLHBiographical history of technology > Carnot, Nicolas Léonard Sadi
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8 Columella, Lucius Iunius Moderatus
SUBJECT AREA: Agricultural and food technology[br]b. first century AD Gades (now Cádiz), Spaind. first century AD Tarentum (now Taranto), Italy[br]Spanish writer on agricultural practice during the Roman era.[br]Columella was a native of Gades, a Roman municipium in southern Spain. The only knowledge of him is through his writings, in which he makes reference to his uncle, but not to his parents. His uncle was an expert farmer of the region, and it would appear that Columella spent much of his youth with him. As an adult he moved near to Rome, and spent the rest of his life in that region, owning at least three farms in Latium, and a fourth probably near the Etruscan town of Caere. There is evidence that he visited Syria in Cilicia, where it is possible that he was doing military service. His fame lies in the twelve books of the Res Rustica, which provide the most detailed extant discussion of Roman agricultural practice, and a single volume on trees. Each volume of Res Rustica was addressed and sent to Publius Silvinius as it was completed. The single volume De Arboribus, dealing with trees, vines and olives, was addressed to Epruis Marcellus. Columella was quoted by Seneca (4 BC-65 AD) and Pliny the elder (23–79 AD).[br]Bibliography1941, Res Rustica, Vols I–IV, trans. H.Boyd; Vols V–XII, trans. E.S.Forster and E.H.Heffner, Heinemann, Loeb Classical Library series (Vol. I has a biog. introd. with full bibliographical details).APBiographical history of technology > Columella, Lucius Iunius Moderatus
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9 Galilei, Galileo
SUBJECT AREA: Photography, film and optics[br]b. 15 February 1564 Pisa, Italyd. 8 January 1642 Arcetri, near Florence, Italy[br]Italian mathematician, astronomer and physicist who established the principle of the pendulum and was first to exploit the telescope.[br]Galileo began studying medicine at the University of Pisa but soon turned to his real interests, mathematics, mechanics and astronomy. He became Professor of Mathematics at Pisa at the age of 25 and three years later moved to Padua. In 1610 he transferred to Florence. While still a student he discovered the isochronous property of the pendulum, probably by timing with his pulse the swings of a hanging lamp during a religious ceremony in Pisa Cathedral. He later designed a pendulum-controlled clock, but it was not constructed until after his death, and then not successfully; the first successful pendulum clock was made by the Dutch scientist Christiaan Huygens in 1656. Around 1590 Galileo established the laws of motion of falling bodies, by timing rolling balls down inclined planes and not, as was once widely believed, by dropping different weights from the Leaning Tower of Pisa. These and other observations received definitive treatment in his Discorsi e dimostrazioni matematiche intorno a due nuove scienzi attenenti alla, meccanica (Dialogues Concerning Two New Sciences…) which was completed in 1634 and first printed in 1638. This work also included Galileo's proof that the path of a projectile was a parabola and, most importantly, the development of the concept of inertia.In astronomy Galileo adopted the Copernican heliocentric theory of the universe while still in his twenties, but he lacked the evidence to promote it publicly. That evidence came with the invention of the telescope by the Dutch brothers Lippershey. Galileo heard of its invention in 1609 and had his own instrument constructed, with a convex object lens and concave eyepiece, a form which came to be known as the Galilean telescope. Galileo was the first to exploit the telescope successfully with a series of striking astronomical discoveries. He was also the first to publish the results of observations with the telescope, in his Sidereus nuncius (Starry Messenger) of 1610. All the discoveries told against the traditional view of the universe inherited from the ancient Greeks, and one in particular, that of the four satellites in orbit around Jupiter, supported the Copernican theory in that it showed that there could be another centre of motion in the universe besides the Earth: if Jupiter, why not the Sun? Galileo now felt confident enough to advocate the theory, but the advance of new ideas was opposed, not for the first or last time, by established opinion, personified in Galileo's time by the ecclesiastical authorities in Rome. Eventually he was forced to renounce the Copernican theory, at least in public, and turn to less contentious subjects such as the "two new sciences" of his last and most important work.[br]Bibliography1610, Sidereus nuncius (Starry Messenger); translation by A.Van Helden, 1989, Sidereus Nuncius, or the Sidereal Messenger; Chicago: University of Chicago Press.1623, Il Saggiatore (The Assayer).1632, Dialogo sopre i due massimi sistemi del mondo, tolemaico e copernicano (Dialogue Concerning the Two Chief World Systems, Ptolemaic and Copernican); translation, 1967, Berkeley: University of California Press.1638, Discorsi e dimostrazioni matematiche intorno a due nuove scienzi attenenti allameccanica (Dialogues Concerning Two New Sciences…); translation, 1991, Buffalo, New York: Prometheus Books (reprint).Further ReadingG.de Santillana, 1955, The Crime of Galileo, Chicago: University of Chicago Press; also 1958, London: Heinemann.H.Stillman Drake, 1980, Galileo, Oxford: Oxford Paperbacks. M.Sharratt, 1994, Galileo: Decisive Innovator, Oxford: Blackwell.J.Reston, 1994, Galileo: A Life, New York: HarperCollins; also 1994, London: Cassell.A.Fantoli, 1994, Galileo: For Copemicanism and for the Church, trans. G.V.Coyne, South Bend, Indiana: University of Notre Dame Press.LRD -
10 Hornblower, Jonathan
SUBJECT AREA: Steam and internal combustion engines[br]b. 1753 Cornwall (?), Englandd. 1815 Penryn, Cornwall, England[br]English mining engineer who patented an early form of compound steam engine.[br]Jonathan came from a family with an engineering tradition: his grandfather Joseph had worked under Thomas Newcomen. Jonathan was the sixth child in a family of thirteen whose names all began with "J". In 1781 he was living at Penryn, Cornwall and described himself as a plumber, brazier and engineer. As early as 1776, when he wished to amuse himself by making a small st-eam engine, he wanted to make something new and wondered if the steam would perform more than one operation in an engine. This was the foundation for his compound engine. He worked on engines in Cornwall, and in 1778 was Engineer at the Ting Tang mine where he helped Boulton \& Watt erect one of their engines. He was granted a patent in 1781 and in that year tried a large-scale experiment by connecting together two engines at Wheal Maid. Very soon John Winwood, a partner in a firm of iron founders at Bristol, acquired a share in the patent, and in 1782 an engine was erected in a colliery at Radstock, Somerset. This was probably not very successful, but a second was erected in the same area. Hornblower claimed greater economy from his engines, but steam pressures at that time were not high enough to produce really efficient compound engines. Between 1790 and 1794 ten engines with his two-cylinder arrangement were erected in Cornwall, and this threatened Boulton \& Watt's near monopoly. At first the steam was condensed by a surface condenser in the bottom of the second, larger cylinder, but this did not prove very successful and later a water jet was used. Although Boulton \& Watt proceeded against the owners of these engines for infringement of their patent, they did not take Jonathan Hornblower to court. He tried a method of packing the piston rod by a steam gland in 1781 and his work as an engineer must have been quite successful, for he left a considerable fortune on his death.[br]Bibliography1781, British patent no. 1,298 (compound steam engine).Further ReadingR.Jenkins, 1979–80, "Jonathan Hornblower and the compound engine", Transactions of the Newcomen Society 11.J.Tann, 1979–80, "Mr Hornblower and his crew, steam engine pirates in the late 18th century", Transactions of the Newcomen Society 51.J.Farey, 1827, A Treatise on the Steam Engine, Historical, Practical and Descriptive, reprinted 1971, Newton Abbot: David \& Charles (an almost contemporary account of the compound engine).D.S.L.Cardwell, 1971, From Watt to Clausius. The Rise of Thermo dynamics in the Early Industrial Age, London: Heinemann.H.W.Dickinson, 1938, A Short History of the Steam Engine, Cambridge University Press.R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press.RLH -
11 Lanchester, Frederick William
[br]b. 28 October 1868 Lewisham, London, Englandd. 8 March 1946 Birmingham, England[br]English designer and builder of the first all-British motor car.[br]The fourth of eight children of an architect, he spent his childhood in Hove and attended a private preparatory school, from where, aged 14, he went to the Hartley Institution (the forerunner of Southampton University). He was then granted a scholarship to the Royal College of Science, South Kensington, and also studied practical engineering at Finsbury Technical College, London. He worked first for a draughtsman and pseudo-patent agent, and was then appointed Assistant Works Manager of the Forward Gas Engine Company of Birmingham, with sixty men and a salary of £1 per week. He was then aged 21. His younger brother, George, was apprenticed to the same company. In 1889 and 1890 he invented a pendulum governor and an engine starter which earned him royalties. He built a flat-bottomed river craft with a stern paddle-wheel and a vertical single-cylinder engine with a wick carburettor of his own design. From 1892 he performed a number of garden experiments on model gliders relating to problems of lift and drag, which led him to postulate vortices from the wingtips trailing behind, much of his work lying behind the theory of modern aerodynamics. The need to develop a light engine for aircraft led him to car design.In February 1896 his first experimental car took the road. It had a torsionally rigid chassis, a perfectly balanced and almost noiseless engine, dynamically stable steering, epicyclic gear for low speed and reverse with direct drive for high speed. It turned out to be underpowered and was therefore redesigned. Two years later an 8 hp, two-cylinder flat twin appeared which retained the principle of balancing by reverse rotation, had new Lanchester valve-gear and a new method of ignition based on a magneto generator. For the first time a worm and wheel replaced chain-drive or bevel-gear transmission. Lanchester also designed the machinery to make it. The car was capable of about 18 mph (29 km/h): future cars of his travelled at twice that speed. From 1899 to 1904 cars were produced for sale by the Lanchester Engine Company, which was formed in 1898. The company had to make every component except the tyres. Lanchester gave up the managership but remained as Chief Designer, and he remained in this post until 1914.In 1907–8 his two-volume treatise Aerial Flight was published; it included consideration of skin friction, boundary-layer theory and the theory of stability. In 1909 he was appointed to the Government's Committee for Aeronautics and also became a consultant to the Daimler Company. At the age of 51 he married Dorothea Cooper. He remained a consultant to Daimler and worked also for Wolseley and Beardmore until 1929 when he started Lanchester Laboratories, working on sound reproduction. He also wrote books on relativity and on the theory of dimensions.[br]Principal Honours and DistinctionsFRS.Bibliographybht=1907–8, Aerial Flight, 2 vols.Further ReadingP.W.Kingsford, 1966, F.W.Lanchester, Automobile Engineer.E.G.Semler (ed.), 1966, The Great Masters. Engineering Heritage, Vol. II, London: Institution of Mechanical Engineers/Heinemann.IMcNBiographical history of technology > Lanchester, Frederick William
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12 Murdock (Murdoch), William
[br]b. 21 August 1754 Cumnock, Ayrshire, Scotlandd. 15 November 1839 Handsworth, Birmingham, England[br]Scottish engineer and inventor, pioneer in coal-gas production.[br]He was the third child and the eldest of three boys born to John Murdoch and Anna Bruce. His father, a millwright and joiner, spelled his name Murdock on moving to England. He was educated for some years at Old Cumnock Parish School and in 1777, with his father, he built a "wooden horse", supposed to have been a form of cycle. In 1777 he set out for the Soho manufactory of Boulton \& Watt, where he quickly found employment, Boulton supposedly being impressed by the lad's hat. This was oval and made of wood, and young William had turned it himself on a lathe of his own manufacture. Murdock quickly became Boulton \& Watt's representative in Cornwall, where there was a flourishing demand for steam-engines. He lived at Redruth during this period.It is said that a number of the inventions generally ascribed to James Watt are in fact as much due to Murdock as to Watt. Examples are the piston and slide valve and the sun-and-planet gearing. A number of other inventions are attributed to Murdock alone: typical of these is the oscillating cylinder engine which obviated the need for an overhead beam.In about 1784 he planned a steam-driven road carriage of which he made a working model. He also planned a high-pressure non-condensing engine. The model carriage was demonstrated before Murdock's friends and travelled at a speed of 6–8 mph (10–13 km/h). Boulton and Watt were both antagonistic to their employees' developing independent inventions, and when in 1786 Murdock set out with his model for the Patent Office, having received no reply to a letter he had sent to Watt, Boulton intercepted him on the open road near Exeter and dissuaded him from going any further.In 1785 he married Mary Painter, daughter of a mine captain. She bore him four children, two of whom died in infancy, those surviving eventually joining their father at the Soho Works. Murdock was a great believer in pneumatic power: he had a pneumatic bell-push at Sycamore House, his home near Soho. The pattern-makers lathe at the Soho Works worked for thirty-five years from an air motor. He also conceived the idea of a vacuum piston engine to exhaust a pipe, later developed by the London Pneumatic Despatch Company's railway and the forerunner of the atmospheric railway.Another field in which Murdock was a pioneer was the gas industry. In 1791, in Redruth, he was experimenting with different feedstocks in his home-cum-office in Cross Street: of wood, peat and coal, he preferred the last. He designed and built in the backyard of his house a prototype generator, washer, storage and distribution plant, and publicized the efficiency of coal gas as an illuminant by using it to light his own home. In 1794 or 1795 he informed Boulton and Watt of his experimental work and of its success, suggesting that a patent should be applied for. James Watt Junior was now in the firm and was against patenting the idea since they had had so much trouble with previous patents and had been involved in so much litigation. He refused Murdock's request and for a short time Murdock left the firm to go home to his father's mill. Boulton \& Watt soon recognized the loss of a valuable servant and, in a short time, he was again employed at Soho, now as Engineer and Superintendent at the increased salary of £300 per year plus a 1 per cent commission. From this income, he left £14,000 when he died in 1839.In 1798 the workshops of Boulton and Watt were permanently lit by gas, starting with the foundry building. The 180 ft (55 m) façade of the Soho works was illuminated by gas for the Peace of Paris in June 1814. By 1804, Murdock had brought his apparatus to a point where Boulton \& Watt were able to canvas for orders. Murdock continued with the company after the death of James Watt in 1819, but retired in 1830 and continued to live at Sycamore House, Handsworth, near Birmingham.[br]Principal Honours and DistinctionsRoyal Society Rumford Gold Medal 1808.Further ReadingS.Smiles, 1861, Lives of the Engineers, Vol. IV: Boulton and Watt, London: John Murray.H.W.Dickinson and R.Jenkins, 1927, James Watt and the Steam Engine, Oxford: Clarendon Press.J.A.McCash, 1966, "William Murdoch. Faithful servant" in E.G.Semler (ed.), The Great Masters. Engineering Heritage, Vol. II, London: Institution of Mechanical Engineers/Heinemann.IMcNBiographical history of technology > Murdock (Murdoch), William
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13 Parsons, Sir Charles Algernon
[br]b. 13 June 1854 London, Englandd. 11 February 1931 on board Duchess of Richmond, Kingston, Jamaica[br]English eingineer, inventor of the steam turbine and developer of the high-speed electric generator.[br]The youngest son of the Earl of Rosse, he came from a family well known in scientific circles, the six boys growing up in an intellectual atmosphere at Birr Castle, the ancestral home in Ireland, where a forge and large workshop were available to them. Charles, like his brothers, did not go to school but was educated by private tutors of the character of Sir Robert Ball, this type of education being interspersed with overseas holiday trips to France, Holland, Belgium and Spain in the family yacht. In 1871, at the age of 17, he went to Trinity College, Dublin, and after two years he went on to St John's College, Cambridge. This was before the Engineering School had opened, and Parsons studied mechanics and mathematics.In 1877 he was apprenticed to W.G.Armstrong \& Co. of Elswick, where he stayed for four years, developing an epicycloidal engine that he had designed while at Cambridge. He then moved to Kitson \& Co. of Leeds, where he went half shares in a small experimental shop working on rocket propulsion for torpedoes.In 1887 he married Katherine Bethell, who contracted rheumatic fever from early-morning outdoor vigils with her husband to watch his torpedo experiments while on their honeymoon! He then moved to a partnership in Clarke, Chapman \& Co. at Gateshead. There he joined the electrical department, initially working on the development of a small, steam-driven marine lighting set. This involved the development of either a low-speed dynamo, for direct coupling to a reciprocating engine, or a high-speed engine, and it was this requirement that started Parsons on the track of the steam turbine. This entailed many problems such as the running of shafts at speeds of up to 40,000 rpm and the design of a DC generator for 18,000 rpm. He took out patents for both the turbine and the generator on 23 April 1884. In 1888 he dissolved his partnership with Clarke, Chapman \& Co. to set up his own firm in Newcastle, leaving his patents with the company's owners. This denied him the use of the axial-flow turbine, so Parsons then designed a radial-flow layout; he later bought back his patents from Clarke, Chapman \& Co. His original patent had included the use of the steam turbine as a means of marine propulsion, and Parsons now set about realizing this possibility. He experimented with 2 ft (61 cm) and 6 ft (183 cm) long models, towed with a fishing line or, later, driven by a twisted rubber cord, through a single-reduction set of spiral gearing.The first trials of the Turbinia took place in 1894 but were disappointing due to cavitation, a little-understood phenomenon at the time. He used an axial-flow turbine of 2,000 shp running at 2,000 rpm. His work resulted in a far greater understanding of the phenomenon of cavitation than had hitherto existed. Land turbines of up to 350 kW (470 hp) had meanwhile been built. Experiments with the Turbinia culminated in a demonstration which took place at the great Naval Review of 1897 at Spithead, held to celebrate Queen Victoria's Diamond Jubilee. Here, the little Turbinia darted in and out of the lines of heavy warships and destroyers, attaining the unheard of speed of 34.5 knots. The following year the Admiralty placed their first order for a turbine-driven ship, and passenger vessels started operation soon after, the first in 1901. By 1906 the Admiralty had moved over to use turbines exclusively. These early turbines had almost all been direct-coupled to the ship's propeller shaft. For optimum performance of both turbine and propeller, Parsons realized that some form of reduction gearing was necessary, which would have to be extremely accurate because of the speeds involved. Parsons's Creep Mechanism of 1912 ensured that any errors in the master wheel would be distributed evenly around the wheel being cut.Parsons was also involved in optical work and had a controlling interest in the firm of Ross Ltd of London and, later, in Sir Howard Grubb \& Sons. He he was an enlightened employer, originating share schemes and other benefits for his employees.[br]Principal Honours and DistinctionsKnighted. Order of Merit 1927.Further ReadingA.T.Bowden, 1966, "Charles Parsons: Purveyor of power", in E.G.Semler (ed.), The Great Masters. Engineering Heritage, Vol. II, London: Institution of Mechanical Engineers/Heinemann.IMcNBiographical history of technology > Parsons, Sir Charles Algernon
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14 Perkins, Jacob
[br]b. 9 July 1766 Newburyport, Massachusetts, USAd. 30 July 1849 London, England[br]American inventor of a nail-making machine and a method of printing banknotes, investigator of the use of steam at very high pressures.[br]Perkins's occupation was that of a gold-and silversmith; while he does not seem to have followed this after 1800, however, it gave him the skills in working metals which he would continue to employ in his inventions. He had been working in America for four years before he patented his nail-making machine in 1796. At the time there was a great shortage of nails because only hand-forged ones were available. By 1800, other people had followed his example and produced automatic nail-making machines, but in 1811 Perkins' improved machines were introduced to England by J.C. Dyer. Eventually Perkins had twenty-one American patents for a range of inventions in his name.In 1799 Perkins invented a system of engraving steel plates for printing banknotes, which became the foundation of modern siderographic work. It discouraged forging and was adopted by many banking houses, including the Federal Government when the Second United States Bank was inaugurated in 1816. This led Perkins to move to Philadelphia. In the intervening years, Perkins had improved his nail-making machine, invented a machine for graining morocco leather in 1809, a fire-engine in 1812, a letter-lock for bank vaults and improved methods of rolling out spoons in 1813, and improved armament and equipment for naval ships from 1812 to 1815.It was in Philadelphia that Perkins became interested in the steam engine, when he met Oliver Evans, who had pioneered the use of high-pressure steam. He became a member of the American Philosophical Society and conducted experiments on the compressibility of water before a committee of that society. Perkins claimed to have liquified air during his experiments in 1822 and, if so, was the real discoverer of the liquification of gases. In 1819 he came to England to demonstrate his forgery-proof system of printing banknotes, but the Bank of England was the only one which did not adopt his system.While in London, Perkins began to experiment with the highest steam pressures used up to that time and in 1822 took out his first of nineteen British patents. This was followed by another in 1823 for a 10 hp (7.5 kW) engine with only 2 in. (51 mm) bore, 12 in. (305 mm) stroke but a pressure of 500 psi (35 kg/cm2), for which he claimed exceptional economy. After 1826, Perkins abandoned his drum boiler for iron tubes and steam pressures of 1,500 psi (105 kg/cm2), but the materials would not withstand such pressures or temperatures for long. It was in that same year that he patented a form of uniflow cylinder that was later taken up by L.J. Todd. One of his engines ran for five days, continuously pumping water at St Katherine's docks, but Perkins could not raise more finance to continue his experiments.In 1823 one his high-pressure hot-water systems was installed to heat the Duke of Wellington's house at Stratfield Saye and it acquired a considerable vogue, being used by Sir John Soane, among others. In 1834 Perkins patented a compression ice-making apparatus, but it did not succeed commercially because ice was imported more cheaply from Norway as ballast for sailing ships. Perkins was often dubbed "the American inventor" because his inquisitive personality allied to his inventive ingenuity enabled him to solve so many mechanical challenges.[br]Further ReadingHistorical Society of Pennsylvania, 1943, biography which appeared previously as a shortened version in the Transactions of the Newcomen Society 24.D.Bathe and G.Bathe, 1943–5, "The contribution of Jacob Perkins to science and engineering", Transactions of the Newcomen Society 24.D.S.L.Cardwell, 1971, From Watt to Clausius. The Rise of Thermodynamics in the Early Industrial Age, London: Heinemann (includes comments on the importance of Perkins's steam engine).A.F.Dufton, 1940–1, "Early application of engineering to warming of buildings", Transactions of the Newcomen Society 21 (includes a note on Perkins's application of a high-pressure hot-water heating system).RLH -
15 Pliny the Elder (Gaius Plinius Secundus)
SUBJECT AREA: Metallurgy[br]b. c. 23 AD Como, Italyd. 25 August 79 AD near Pompeii, Italy[br]Roman encyclopedic writer on the natural world.[br]Pliny was well educated in Rome, and for ten years or so followed a military career with which he was able to combine literary work, writing especially on historical subjects. He completed his duties c. 57 AD and concentrated on writing until he resumed his official career in 69 AD with administrative duties. During this last phase he began work on his only extant work, the thirty-seven "books" of his Historia Naturalis (Natural History), each dealing with a broad subject such as astronomy, geography, mineralogy, etc. His last post was the command of the fleet based at Misenum, which came to an end when he sailed too near Vesuvius during the eruption that engulfed Pompeii and he was overcome by the fumes.Pliny developed an insatiable curiosity about the natural world. Unlike the Greeks, the Romans made few original contributions to scientific thought and observation, but some made careful compilations of the learning and observations of Greek scholars. The most notable and influential of these was the Historia Naturalis. To the ideas about the natural world gleaned from earlier Greek authors, he added information about natural history, mineral resources, crafts and some technological processes, such as the extraction of metals from their ores, reported to him from the corners of the Empire. He added a few observations of his own, noted during travels on his official duties. Not all the reports were reliable, and the work often presents a tangled web of fact and fable. Gibbon described it as an immense register in which the author has "deposited the discoveries, the arts, and the errors of mankind". Pliny was indefatigable in his relentless note-taking, even dictating to his secretary while dining.During the Dark Ages and early Middle Ages in Western Europe, Pliny's Historia Naturalis was the largest known collection of facts about the natural world and was drawn upon freely by a succession of later writers. Its influence survived the influx into Western Europe, from the twelfth century, of translations of the works of Greek and Arab scholars. After the invention of printing in the middle of the fifteenth century, Pliny was the first work on a scientific subject to be printed, in 1469. Many editions followed and it may still be consulted with profit for its insights into technical knowledge and practice in the ancient world.[br]BibliographyThe standard Latin text with English translation is that edited by H.Rackham et al.(1942– 63, Loeb Classical Library, London: Heinemann, 10 vols). The French version is by A.Further ReadingThe editions mentioned above include useful biographical and other details. For special aspects of Pliny, see K.C.Bailey, 1929–32, The Elder Pliny's Chapters on Chemical Subjects, London, 2 vols.LRDBiographical history of technology > Pliny the Elder (Gaius Plinius Secundus)
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16 Tennant, Charles
[br]b. 3 May 1768 Ochiltree, Ayrshire, Scotlandd. 1 October 1838 Glasgow, Scotland[br]Scottish inventor of bleaching powder.[br]After education at the local school, Tennant went to Kilbachan to learn the manufacture of silk. He then went on to Wellmeadow, where he acquired a knowledge of the old bleaching process, which enabled him to establish his own bleachfield at Darnly. The process consisted of boiling the fabric in weak alkali and then laying it flat on the ground to expose it to sun and air for several months. This process, expensive in time and space, would have formed an intolerable bottleneck in the rapidly expanding textile industry, but a new method was on the way. The French chemist Berthollet demonstrated in 1786 the use of chlorine as a bleaching agent and James Watt learned of this while on a visit to Paris. On his return to Glasgow, Watt passed details of the new process on to Tennant, who set about devising his own version of it. First he obtained a bleaching liquor by passing chlorine through a stirred mixture of lime and water. He was granted a patent for this process in 1798, but it was promptly infringed by bleachers in Lancashire. Tennant's efforts to enforce the patent were unsuccessful as it was alleged that others had employed a similar process some years previously. Nevertheless, the Lancashire bleachers had the good grace to present Tennant with a service of plate in recognition of the benefits he had brought to the industry.In 1799 Tennant improved on his process by substituting dry slaked lime for the liquid, to form bleaching powder. This was patented the same year and proved to be a vital element in the advance of the textile industry. The following year, Tennant established his chemical plant at St Roll ox, outside Glasgow, to manufacture bleaching powder and alkali substances. The plant prospered and became for a time the largest chemical works in Europe.[br]Further ReadingL.F.Haber, 1958, The Chemical Industry During the Nineteenth Century, London: Oxford University Press.F.S.Taylor, 1957, A History of Industrial Chemistry, London: Heinemann.Walker, 1862, Memoirs of Distinguished Men of Science of Great Britain Living in 1807– 1808, London, p. 186.LRD -
17 Tyer, Edward
[br]b. 6 February 1830 Kennington, London, Englandd. 25 December 1912 Tunbridge Wells, England[br]English railway signal engineer, inventor of electric train-tablet system for the operation of single-line railways.[br]Use of the electric telegraph for the safe operation of railways was first proposed by W.F. Cooke in the late 1830s, but its application to this purpose and the concurrent replacement of the time-interval system of working, by the block system, comprised a matter of gradual evolution over several decades. In 1851 Tyer established a business making electrical apparatus for railways, and the block instruments invented by him in 1855 were an important step forward. A simple code of electric-bell rings (for up trains; for down trains, there was a distinctive gong) was used by one signalman to indicate to another in advance that a train was entering the section between them, and the latter signalman then operated a galvanometer telegraph instrument in the box of the former to indicate "train on line", holding it so until the train arrived.Even more important was the electric train-tablet apparatus. During the 1870s, single-line railways were operated either by telegraphed train orders, misuse of which led to two disastrous head-on collisions, or by "train staff and ticket", which lacked flexibility since no train could enter one end of a section while the train staff was at the other. At the request of Currer, an official of the Caledonian Railway, Tyer designed and produced his apparatus, in which a supply of discs, or "tablets", was contained in two instruments, one located at each end of a section, and linked electrically: only one tablet at a time could be extracted from the instruments, serving as an authority for a train to enter the section from one end or the other.[br]Bibliography1855, British patent no. 2,895 (block instruments). 1861, British patent no. 3,015 (block instruments). 1878, British patent for electric train-tablet apparatus.Further ReadingC.Hamilton Ellis, 1959, British Railway History, Vol. II: 1877–1947, London: George Allen \& Unwin, p. 199 (describes the development of the tablet apparatus).P.J.G.Ransom, 1990, The Victorian Railway and How It Evolved, London: Heinemann, pp. 157–8 and 164 (describes the block instruments and tablet apparatus).PJGR -
18 Vitruvius Pollio
SUBJECT AREA: Architecture and building[br]b. early first century BCd. c. 25 BC[br]Roman writer on architecture and engineering subjects.[br]Nothing is known of Vitruvius apart from what can be gleaned from his only known work, the treatise De architectura. He seems to have been employed in some capacity by Julius Caesar and continued to serve under his heir, Octavianus, later Emperor Augustus, to whom he dedicated his book. It was written towards the end of his life, after Octavianus became undisputed ruler of the Empire by his victory at Actium in 31 BC, and was based partly on his own experience and partly on earlier, Hellenistic, writers.The De architectura is divided into ten books. The first seven books expound the general principles of architecture and the planning, design and construction of various types of building, public and domestic, including a consideration of techniques and materials. Book 7 deals with interior decoration, including stucco work and painting, while Book 8 treats water supply, from the location of sources to the transport of water by aqueducts, tunnels and pipes. Book 9, after a long and somewhat confused account of the astronomical theories of the day, describes various forms of clock and sundial. Finally, Book 10 deals with mechanical devices for handling building materials and raising and pumping water, for which Vitruvius draws on the earlier Greek authors Ctesibius and Hero.Although this may seem a motley assembly of subjects, to the Roman architect and builder it was a logical compendium of the subjects he was expected to know about. At the time, Vitruvius' rigid rules for the design of buildings such as temples seem to have had little influence, but his accounts of more practical matters of building materials and techniques were widely used. His illustrations to the original work were lost in antiquity, for no later manuscript includes them. Through the Middle Ages, manuscript copies were made in monastic scriptoria, although the architectural style in vogue had little relevance to those in Vitruvius: these came into their own with the Italian Renaissance. Alberti, writing the first great Renaissance treatise on architecture from 1452 to 1467, drew heavily on De architectura; those who sought to revive the styles of antiquity were bound to regard the only surviving text on the subject as authoritative. The appearance of the first printed edition in 1486 only served to extend its influence.During the sixteenth and seventeenth centuries, Vitruvius was used as a handbook for constructing machines and instruments. For the modern historian of technology and architecture the work is a source of prime importance, although it must be remembered that the illustrations in the early printed editions are of contemporary reproductions of ancient devices using the techniques of the time, rather than authentic representations of ancient technology.[br]BibliographyOf the several critical editions of De architectura there are the Teubner edition, 1899. ed. V.Rose, Leipzig; the Loeb Classical Library edition, 1962, ed. F.Granger, London: Heinemann, (with English trans. and notes); and the Collection Guillaume Budé with French trans. and full commentary, 10 vols, Paris (in progress).Further ReadingApart from the notes to the printed editions, see also: H.Plommer, 1973, Vitruvius and Later Roman Building Manuals, London. A.G.Drachmann, 1963, The Mechanical Technology of Greek and Roman Antiquity Copenhagen and London.S.L.Gibbs, 1976, Greek and Roman Sundials, New Haven and London.LRD -
19 Worsdell, Nathaniel
[br]b. 10 October 1809 London, Englandd. 24 July 1886 Birkenhead, England[br]English coachbuilder and inventor.[br]Worsdell \& Son, Coachbuilders, was set up in Liverpool by Thomas Clarke Worsdell and his son Nathaniel in 1827. They were introduced to George Stephenson and built the tender for Rocket. More importantly, they designed and built for the Liverpool \& Manchester Railway coaches of a type comprising three coach bodies, of contemporary road-coach pattern, mounted together on a rail-wagon underframe. This became the prototype for the conventional, compartment railway coach. Nathaniel Worsdell subsequently became Carriage Superintendent of the Grand Junction Railway and patented the first mail-bag-exchange apparatus early in 1838. The terms he required for its use by the Post Office were too steep, however, and the first bagexchange apparatus of the type subsequently used extensively on British railways was designed later the same year by John Ramsey, a senior Post Office clerk.[br]Further ReadingJ.Marshall, 1978, A Biographical Dictionary of Railway Engineers, Newton Abbot: David \& Charles (the article on Worsdell is derived from family records).C.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan.P.J.G.Ransom, 1990, The Victorian Railway and How It Evolved, London: Heinemann.PJGR -
20 6950
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